JP2014047747A - Engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent wrong determination of abnormality in a crank angle signal due to swinging-back and the like in which rotation of an engine is reversed.SOLUTION: An engine control device 1 includes a reverse rotation detecting crank angle sensor 2 outputting a signal according to detection of rotation of a crank shaft of an engine, a crank angle signal pattern abnormality determining portion 34 executing a crank angle signal pattern abnormality determination processing for determining abnormality of a pattern of a signal output by the reverse rotation detecting crank angle sensor 2, and an idling stop state determining portion 32 for inhibiting the execution of the crank angle signal pattern abnormality determination processing by the crank angle signal pattern abnormality determining portion 34 when the reverse rotation of the engine is estimated.

Description

  The present invention relates to a technique for detecting rotation of a crankshaft of an engine and controlling the engine based on the detection result.

An engine mounted on a vehicle or the like generally includes a plurality of cylinders, and the engine control device determines which cylinder has each cylinder in order to control the fuel injection timing and ignition timing of each cylinder of the engine. It is necessary to determine whether it is in the position (that is, determine the cylinder position).
Generally, as disclosed in Patent Document 1, the cylinder position is determined by a crank angle signal output from a crank angle sensor that detects rotation of a crankshaft and a cam angle sensor that detects rotation of a camshaft. This is performed based on a combination result of two signals such as an output cam angle signal. Here, for example, the cylinder position is represented by a rotation angle CA (crank angle) of the crankshaft. In this case, the crankshaft of the four-cycle engine rotates twice when the combustion stroke of one cycle is performed, so the rotation angle is 0 ° to 720 ° CA. In Patent Document 1, a crank angle signal is detected from a signal member for obtaining a crank angle signal (that is, a member that rotates together with the crankshaft), and a missing tooth portion is provided in the signal member, thereby providing the missing tooth. The abnormality of the crank signal is detected based on the detection of the part.

  Also, when looking at the behavior of the engine when the engine stops, the crankshaft of the engine decreases when the engine stops fuel injection and the rotation decreases, and the rotational torque decreases and the piston compresses. It may reverse rotation (ie, it may be shaken back) because it cannot get over the dead center. In such a case, when a conventional general crank angle sensor that cannot distinguish between forward rotation and reverse rotation of the crankshaft is used, the crank angle position detected by the crank angle sensor deviates from the actual crank angle position. . If such a deviation occurs, the engine control device determines the cylinder position based on the detected value of the crank angle position that is deviated from the actual crank angle position. In addition, the engine injection position and ignition position may be mistaken.

  In recent years, vehicles that automatically stop and restart an engine while traveling, such as an idling stop vehicle, have become widespread. And in such a vehicle, the case where an engine is restarted during swinging back is also assumed. For this reason, in an idling stop vehicle, it is necessary to prevent the injection position and the ignition position from being deviated due to rocking back.

  Here, as a conventional technique, when the crankshaft is completely stopped (that is, when the engine is stopped) or when the starter motor is driven (that is, when the engine is restarted), the cylinder position determination is temporarily reset to start the cylinder from the beginning. There is a technique for re-determining the position (see, for example, Patent Document 2). According to such a technique, it is possible to prevent the deviation of the injection position and the ignition position due to the swing back from occurring at the time of restart.

By the way, in an idling stop vehicle that stops and restarts an engine during traveling, it is required to shorten the engine start time at the time of restart.
However, as disclosed in Patent Document 2, if the discrimination of the cylinder position is reset each time the engine is restarted, it is difficult to shorten the engine start time.

  On the other hand, if the crank angle position can be correctly updated even if reverse rotation occurs, there is no need to reset the cylinder position determination, and the engine start time can be shortened. For example, Patent Document 3 discloses a rotation detection device with a reverse rotation detection function. This rotation detection device with a reverse rotation detection function outputs pulse signals having different widths according to the rotation direction of the crankshaft. According to such a rotation detection device with a reverse rotation detection function, it is possible to update the crank angle position in accordance with the rotation direction, so that the shift of the crank angle position due to reverse rotation can be eliminated, and the cylinder position can be determined. No need to reset.

Japanese Patent No. 4521661 Japanese Patent Laid-Open No. 2007-064161 JP 2005-233622 A

However, another problem caused by swinging back is that the engine control device erroneously determines missing tooth detection.
Here, a case where the engine control apparatus erroneously determines missing tooth detection will be described with reference to FIG.

  As shown in FIG. 19, when the rotation direction of the crankshaft is reversed, the rotation of the crankshaft temporarily stops, so that the cycle between the crank angle signals obtained based on the rotation of the signal member becomes longer (that is, the crankshaft The non-detection section of the pulse wave of the angular signal becomes long), and the engine control device erroneously determines the detection of the missing tooth part (time t11 and time t12).

  Then, when detecting the crank angle signal based on the detection of the missing tooth portion and determining abnormality of the crank angle signal, for example, when the detected crank angle signal pattern between the missing teeth is out of the normal pattern When it is determined that the crank angle signal is abnormal, the engine control device may erroneously determine the abnormality of the crank angle signal if it erroneously determines the detection of the missing tooth portion as described above. There is.

  Further, as in Patent Document 1, when the cylinder position is determined based on the pattern of the crank angle signal between the missing teeth, the engine controller determines that the pattern of the crank angle signal between the missing teeth is erroneously determined. If it matches the pattern of the regular crank angle signal between the missing teeth, the cylinder position may be erroneously discriminated. Further, when processing is performed in which the crank angle position is updated at the cylinder position determined as described above, the engine control apparatus may update the crank angle position to an incorrect position.

  An object of the present invention is to prevent erroneous determination of an abnormality in a crank angle signal due to, for example, swinging back in which engine rotation is reversed.

  In order to solve the above-described problems, (1) one aspect of the present invention is an engine control device that detects rotation of a crankshaft of an engine and controls the engine based on the detection result, and the crankshaft of the engine A crank angle detection unit that outputs a signal in response to detection of rotation of the engine, a first processing execution unit that performs a crank angle signal abnormality determination process for determining abnormality of a pattern of a signal output from the crank angle detection unit, and the engine An inversion predicting unit that predicts reversal of rotation, and an execution prohibiting unit that prohibits the first processing execution unit from executing the crank angle signal abnormality determination process when the inversion prediction unit predicts inversion. An engine control device is provided.

  (2) In one aspect of the present invention, it is preferable that the inversion prediction unit predicts that the rotation of the engine is inverted from the time when the engine is stopped until the rotation of the engine stops. .

  (3) In an aspect of the present invention, an engine start detection unit that detects the start of the engine, and the crank angle signal abnormality determination process by the execution prohibition unit when the engine start detection unit detects the start of the engine; It is preferable to further include a first prohibition canceling unit that cancels prohibition of the cylinder position determination process.

  (4) In one aspect of the present invention, it is preferable that the request to stop the engine is a request to start idle stop or a request due to ignition being turned off.

  (5) In one mode of the present invention, it further has the 2nd processing execution part which performs the cylinder position judgment processing which judges the position of the cylinder of the engine performed based on the signal which the crank angle detection part outputs. Preferably, the prohibiting unit prohibits the second processing execution unit from executing the cylinder position determination processing when the inversion prediction unit predicts inversion.

  (6) In one aspect of the present invention, the inversion prediction unit predicts that the rotation of the engine is inverted from the time when there is a request to stop the engine until the rotation of the engine stops. An engine start detection unit that detects the start of the engine; a second prohibition release unit that cancels the prohibition of the cylinder position determination process by the execution prohibition unit when the engine start detection unit detects the start of the engine; It is preferable to further have.

  (7) In one aspect of the present invention, the crank angle detection unit can detect rotation in the forward rotation direction and the reverse rotation direction of the crankshaft, and includes a period during which the inversion prediction unit predicts inversion. The crank angle position processing unit further updates the crank angle position based on a signal output from the crank angle detection unit, and the second processing execution unit is implemented by releasing the second prohibition release unit. In the cylinder position determination process, it is preferable that the cylinder position is determined based on the crank angle position updated by the crank angle position processing unit when the reversal prediction unit predicts reversal.

  (8) In one aspect of the present invention, a cam angle detection unit that outputs a signal in response to rotation detection of the cam shaft of the engine, and a cam angle signal that determines an abnormality in a pattern of a signal output from the cam angle detection unit A third process execution unit that performs an abnormality determination process, and the execution prohibition unit performs the cam angle signal abnormality determination process when the inversion prediction unit predicts inversion. It is preferable to prohibit this.

  (9) In one aspect of the present invention, the reversal prediction unit predicts that the rotation of the engine is reversed during a period from when there is a request to stop the engine until the rotation of the engine stops. An engine start detection unit for detecting the start of the engine, and a third prohibition release unit for canceling the prohibition of the cam angle signal abnormality determination process by the execution prohibition unit when the engine start detection unit detects the engine start. It is preferable to further include

  According to the invention of the aspect (1), when the engine rotation is predicted to be reversed, the execution of the crank angle signal abnormality determination process is prohibited, so that in the crank angle signal abnormality determination process caused by the engine rotation being reversed. A misjudgment can be prevented.

  According to the invention of the aspect of (2), it can be predicted that the rotation of the engine is reversed by a simple process.

  According to the invention of aspect (3), it is possible to prevent the crank angle signal abnormality determination process from being inadvertently prohibited.

  According to the invention of the aspect of (4), it can be predicted that the engine rotation is reversed by simply detecting the request to stop the engine.

  According to the invention of the aspect of (5), if the engine rotation is predicted to be reversed, the cylinder position determination process is prohibited, thereby preventing erroneous determination in the cylinder position determination process caused by the engine rotation being reversed. it can.

  According to the invention of aspect (6), it is possible to prevent the cylinder position determination process from being inadvertently prohibited.

  According to the seventh aspect of the invention, the cylinder position determination process is performed by updating the crank angle position based on the signal output from the crank angle detector while the engine is predicted to be reversed, and then canceling the prohibition. Then, the cylinder position can be determined based on the updated crank angle position. Accordingly, in the invention of the aspect (7), the cylinder position can be determined at an early stage, for example, at the time of restart of the engine in which engine inversion is not predicted. Therefore, the engine is operated using the determination result of the cylinder position. It can be started immediately.

  According to the invention of the aspect of (8), it is possible to prevent erroneous determination in the cam angle signal abnormality determination processing caused by the engine rotation being reversed.

  According to the invention of the aspect of (9), it is possible to prevent the cam angle signal abnormality determination process from being inadvertently prohibited.

FIG. 1 is a block diagram illustrating a configuration example of the engine control apparatus according to the first embodiment. FIG. 2 is a diagram illustrating an example of a crank angle signal and a cam angle signal when the reverse rotation detection crank angle sensor and the cam angle sensor are operating normally. FIG. 3 is a flowchart illustrating an example of the idle stop state determination process. FIG. 4 is a flowchart illustrating an example of the crank angle signal pattern abnormality determination process. FIG. 5 is a flowchart illustrating an example of cam angle signal pattern abnormality determination processing. FIG. 6 is a flowchart illustrating an example of the cylinder discrimination review process. FIG. 7 is a diagram showing an example of a cylinder discrimination table for cylinder discrimination. FIG. 8 is a diagram showing an example of the number of crank angle signals between missing teeth when the reverse rotation detection crank angle sensor is operating normally. FIG. 9 is a diagram illustrating an example of a pattern of the number of cam angle signals between missing teeth when the reverse rotation detection crank angle sensor is operating normally. FIG. 10 is a diagram for explaining the operation of the engine control apparatus according to the first embodiment. FIG. 11 is a diagram for explaining an example in which an erroneous determination that the crank angle signal pattern or the cam angle signal pattern is abnormal due to an erroneous determination of missing tooth detection is performed. FIG. 12 is a diagram illustrating an example in which an erroneous cylinder discrimination position review is performed due to an erroneous determination of missing tooth detection. FIG. 13 is a flowchart illustrating another example of the idle stop state determination process. FIG. 14 is a block diagram illustrating a configuration example of the engine control apparatus according to the second embodiment. FIG. 15 is a flowchart illustrating an example of the engine stop determination process. FIG. 16 is a diagram for explaining the operation and the like of the engine control apparatus according to the second embodiment. FIG. 17 is a flowchart illustrating another example of the engine stop determination process. FIG. 18 is a flowchart illustrating another example of the process of updating the crank angle position. FIG. 19 is a diagram illustrating a case where the engine control device erroneously determines missing teeth.

Embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
First, the first embodiment will be described.
In the first embodiment, an engine control device is cited.

(Constitution)
In FIG. 1, the structural example of the engine control apparatus 1 is shown.
As shown in FIG. 1, the engine control device 1 includes a first signal member 10, a second signal member 20, a reverse rotation detection crank angle sensor 2, a cam angle sensor 3, an ECU (Electronic Control Unit) 30, an injector (fuel injection valve). ) 4 and an igniter (step-up device) 5. The engine to be controlled by the engine control device 1 is an internal combustion engine. In this embodiment, the engine is a three-cylinder engine.

  The first signal member 10 is a disk-shaped member that rotates together with the crankshaft 101. The first signal member 10 is formed with a crank angle signal generating portion 11 and first and second toothless portions 12 and 13 on the outer peripheral portion. The crank angle signal generator 11 is a portion that can be detected by the reverse rotation detection crank angle sensor 2 and for the sensor 3 to generate a crank angle signal for each predetermined rotation angle of the crankshaft 101 (ie, a toothed portion). It becomes. Further, the first and second missing tooth portions 12 and 13 are portions where the reverse rotation detection crank angle sensor 2 does not generate a crank angle signal (that is, portions lacking teeth).

  The second signal member 20 is a disk-shaped member that rotates together with the camshaft 102. The second signal member 20 has a cam angle signal generator 21 formed on the outer periphery. The cam angle signal generating unit 21 is a part (that is, a toothed part) for generating the cam angle signal when the cam shaft 102 reaches a predetermined rotation angle and can be detected by the cam angle sensor 3. )

  The reverse rotation detection crank angle sensor 2 generates a crank angle signal (or a crank angle sensor signal) of a pulse wave when the crank angle signal generation unit 11 of the first signal member 10 is detected. The reverse rotation detection crank angle sensor 2 generates a crank angle signal having a pulse width that varies depending on the rotation direction of the crankshaft 101, that is, the rotation direction of the first signal member 10. Then, the reverse rotation detection crank angle sensor 2 outputs a crank angle signal to the ECU 30.

  The cam angle sensor 3 generates a cam angle signal (or cam angle sensor signal) of a pulse wave when detecting the cam angle signal generator 21 of the second signal member 20. Thereby, the cam angle sensor 3 generates a cam angle signal of a pulse wave at a predetermined rotational position of the cam shaft 102, that is, at a predetermined rotational position of the second signal member 20. The cam angle sensor 3 outputs a cam angle signal to the ECU 30.

  FIG. 2 shows an example of the crank angle signal and the cam angle signal when the reverse rotation detection crank angle sensor 2 and the cam angle sensor 3 are operating normally. Here, FIG. 2A shows each step of the combustion cycle of each cylinder of the engine. FIG. 2B shows a crank angle signal output by the reverse rotation detection crank angle sensor 2 when the crankshaft 101 is rotating (here, rotating in one direction). FIG. 2C shows a cam angle signal output from the cam angle sensor 3 when the camshaft 102 is rotating. As described above, FIG. 2 is a diagram showing the relationship among the steps of the combustion cycle of each cylinder of the engine, the crank angle signal, and the cam angle signal.

  Further, in the present embodiment, the two detection gears 12 and 13 of the first signal member 10 cause the reverse rotation detection crank angle sensor 2 to have 10 pulses as shown in FIG. A crank angle signal in which a wave and 22 pulse waves are generated alternately is output. Further, in this embodiment, the cam angle signal generator 21 of the second signal member 20 causes the cam angle sensor 3 to operate at a predetermined interval and a predetermined number of pulses as shown in FIG. The cam angle signal that generates the wave is output. In addition, in relation to the crank angle signal, the cam angle signal pattern is obtained by setting a section between adjacent missing tooth regions (regions where no pulse wave is generated) in the crank angle signal (that is, between missing teeth) as a unit. In other words, the pattern of the number of pulse waves of the cam angle signal is 1 → 2 → 0 → 1 → 1 →... As shown in FIG.

  The ECU 30 is, for example, an engine controller. The ECU 30 includes, for example, a microcomputer and its peripheral circuits. For this purpose, for example, the ECU 30 includes a CPU, a ROM, a RAM, and the like. The ROM stores one or more programs. The CPU performs various processes according to one or more programs stored in the ROM.

  The ECU 30 performs various controls on the engine. In the present embodiment, as shown in FIG. 1, the ECU 30 includes an idle stop control unit 31, an idle stop state determination unit 32, a crank angle detection processing unit 33, a crank angle signal pattern abnormality determination unit 34, a cam angle signal. A pattern abnormality determination unit 35, a cylinder discrimination review processing unit 36, a fuel injection control unit 37, an ignition timing control unit 38, and a storage unit 39 are provided.

  The idle stop control unit 31 stops the engine by idle stop control (that is, performs idle stop) when idle stop (also referred to as idling stop) is possible when the vehicle is stopped. At this time, the idle stop control part 31 performs control which stops fuel injection, for example as control for stopping an engine, such as stopping rotation of an engine. The idle stop state determination unit 32 determines whether or not the idle stop control unit 31 has started control for stopping the engine by the idle stop control. The processing performed by the idle stop state determination unit 32 will be described in detail later.

  The crank angle detection processing unit 33 detects the crank angle position based on the crank angle signal. Specifically, the crank angle detection processing unit 33 adds the pulse wave of the crank angle signal from the reverse rotation detection crank angle sensor 2 when the crankshaft 101 is rotating forward. Further, the crank angle detection processing unit 33 detects the crank angle position by subtracting the pulse wave of the crank angle signal from the reverse rotation detection crank angle sensor 2 when the crankshaft 101 is reversely rotated.

  The crank angle signal pattern abnormality determination unit 34 determines whether or not the crank angle signal pattern is abnormal. Then, the crank angle signal pattern abnormality determination unit 34 prohibits the determination when control for stopping the engine is started by the idle stop control. The processing performed by the crank angle signal pattern abnormality determination unit 34 will be described in detail later.

  The cam angle signal pattern abnormality determination unit 35 determines whether or not the cam angle signal pattern is abnormal. The cam angle signal pattern abnormality determination unit 35 prohibits the determination when control for stopping the engine is started by the idle stop control. The processing performed by the cam angle signal pattern abnormality determination unit 35 will be described in detail later.

  The cylinder discrimination review processing unit 36 reviews the cylinder position (specifically, the crank angle position detected by the crank angle detection processing unit 33) based on the crank angle signal and the cam angle signal. The fuel injection control unit 37 controls the injector 4 based on the discrimination result of the cylinder discrimination review processing unit 36 and injects fuel into a predetermined cylinder at a predetermined timing. Further, the ignition timing control unit 38 controls the igniter 5 with an ignition signal based on the discrimination result of the cylinder discrimination review processing unit 36 to ignite a spark plug (not shown) of a predetermined cylinder at a predetermined timing. The processing performed by the cylinder discrimination review processing unit 36 will be described in detail later.

The storage unit 39 stores a program used by the ECU 30 for processing, data acquired by the ECU 30, and the like.
Next, the idle stop state determination process performed by the idle stop state determination unit 32 will be described.

FIG. 3 is a flowchart illustrating an example of the idle stop state determination process. The idle stop state determination unit 32 performs the process shown in FIG. 3 at a time interval of 10 msec, for example.
As shown in FIG. 3, first, in step S1, the idle stop state determination unit 32 determines whether or not the idle stop mode has been established since it has not been established. Here, when the idle stop control unit 31 starts control for stopping the engine by the idle stop control (for example, when a command to stop the engine is output), the idle stop mode is established from the failure. If the idle stop state determination unit 32 determines that the idle stop mode has been established from the failure, the process proceeds to step S2. When the idle stop state determination unit 32 determines that the idle stop mode has not been established since it has not been established, that is, control for stopping the engine by the idle stop control has not been started, or the engine has been stopped by the idle stop control. If the control to be started has already started, the process proceeds to step S3.

In step S2, the idling stop state determination unit 32 establishes the idling stop determination. And the idle stop state determination part 32 complete | finishes the process shown in the said FIG.
In step S3, the idle stop state determination unit 32 determines whether or not an idle stop determination is being established. That is, the idle stop state determination unit 32 determines whether or not the idling stop determination is established in step S2 during the process shown in FIG. 3 before the previous time. If it is determined that the idle stop mode determination is being established, the idle stop state determination unit 32 proceeds to step S4. If the idle stop state determination unit 32 determines that the determination in the idle stop mode is not being established, the process shown in FIG. 3 ends.

In step S <b> 4, the idle stop state determination unit 32 updates the crank angle position detected by the crank angle detection processing unit 33 and stores it in the storage unit 39.
Next, in step S5, the idle stop state determination unit 32 determines whether or not the starter signal of the engine (that is, a signal for driving the starter motor) is turned on from off. If the idle stop state determination unit 32 determines that the engine starter signal has been turned on from off, the process proceeds to step S6. If the idle stop state determination unit 32 determines that the starter signal of the engine is not turned on from off, the process proceeds to step S7.

  In step S7, the idle stop state determination unit 32 determines whether or not the idle stop mode has been established. That is, the idle stop state determination unit 32 determines whether the idle stop control unit 31 has stopped the control for stopping the engine. If the idle stop state determination unit 32 determines that the idle stop mode is not established, the process proceeds to step S6. If the idle stop state determination unit 32 determines that the idle stop mode has not been established since it has been established, the process illustrated in FIG. 3 ends.

In step S <b> 6, the idle stop state determination unit 32 makes the determination during idle stop not established. And the idle stop state determination part 32 complete | finishes the process shown in the said FIG.
The processing shown in FIG. 3 is as described above.

Next, crank angle signal pattern abnormality determination processing performed by the crank angle signal pattern abnormality determination unit 34 will be described.
FIG. 4 is a flowchart illustrating an example of the crank angle signal pattern abnormality determination process. For example, the crank angle signal pattern abnormality determination unit 34 performs the process shown in FIG. 4 for each crank signal input.

  As shown in FIG. 4, first, in step S21, the crank angle signal pattern abnormality determining unit 34 determines whether or not the idling stop determination is being established. If the crank angle signal pattern abnormality determining unit 34 determines that the idling stop determination is being established, the process proceeds to step S22. If the crank angle signal pattern abnormality determination unit 34 determines that the idling stop determination is not established, the process proceeds to step S23.

  In step S22, the crank angle signal pattern abnormality determination unit 34 clears the determination that the crank signal pattern is abnormal in step S31 described later during the previous processing shown in FIG. Then, the crank angle signal pattern abnormality determination unit 34 ends the process shown in FIG.

  In step S23, the crank angle signal pattern abnormality determination unit 34 determines whether a missing tooth (missed tooth portion) is detected based on the crank angle signal. For example, the crank angle signal pattern abnormality determination unit 34 determines that a missing tooth has been detected when the detection interval of the pulse wave of the crank angle signal is longer than the detection interval of the front and rear crank angle signals. For example, the preset period is a value set experimentally, empirically, or theoretically. When the crank angle signal pattern abnormality determining unit 34 determines that a missing tooth is detected, the process proceeds to step S24. If the crank angle signal pattern abnormality determining unit 34 determines that missing teeth are not detected, the process shown in FIG. 4 ends.

In step S24, the crank angle signal pattern abnormality determination unit 34 adds 1 to the missing tooth detection number CRLCNT (CRLCNT = CRLCNT + 1). Here, the missing tooth detection number CRLCNT is a value initialized to 0 when the starter signal is turned on.
Next, in step S25, the crank angle signal pattern abnormality determination unit 34 detects missing teeth in step S23 during the current process (that is, the first missing tooth portion 12 and the second missing tooth portion 13 during normal operation). Detection of one of the missing teeth) and missing tooth detection in step S23 during the previous process (that is, the missing tooth of the other of the first missing tooth 12 and the second missing tooth 13 during normal operation) The count value of the number of pulse waves of the crank angle signal obtained during Here, the count value at the time of the current process (that is, the latest count value) is stored in the current missing tooth crank angle signal number CRICNT0. Further, the count value at the previous processing is stored in the previous missing tooth crank angle signal number CRICNT1.

Next, in step S26, the crank angle signal pattern abnormality determination unit 34 determines whether or not the missing tooth detection number CRLCNT is 3 or more.
Here, in the process shown in FIG. 4, the crank angle signal pattern abnormality determination unit 34 determines the number of crank angle signals CRICNT0 between two missing teeth that are continuous in time for the determination process in step S29 or step S30 described later. It is necessary to obtain CRICNT1. Therefore, it is necessary to detect missing teeth at least three times (that is, at least twice detection between missing teeth). For this reason, the crank angle signal pattern abnormality determination unit 34 determines whether or not the missing tooth detection number CRLCNT is 3 or more.

If the crank angle signal pattern abnormality determination unit 34 determines that the missing tooth detection number CRLCNT is 3 or more, the process proceeds to step S27. If the crank angle signal pattern abnormality determination unit 34 determines that the missing tooth detection number CRLCNT is less than 3, the process illustrated in FIG. 4 ends.
In step S27, the crank angle signal pattern abnormality determination unit 34 determines whether or not the engine is incomplete explosion (that is, the cranking state by the starter motor). If the crank angle signal pattern abnormality determination unit 34 determines that the engine has not yet completed explosion, the process proceeds to step S29. If the crank angle signal pattern abnormality determining unit 34 determines that the engine has completely exploded, the process proceeds to step S28.

  In step S28, the crank angle signal pattern abnormality determination unit 34 determines whether or not the engine speed is equal to or greater than an engine speed determination threshold value. Here, the engine speed determination threshold value corresponds to, for example, the engine speed at which the engine speed is stable. For example, the engine speed determination threshold value is a preset value experimentally, empirically, or theoretically. If the crank angle signal pattern abnormality determination unit 34 determines that the engine speed is equal to or greater than the engine speed determination threshold value, the process proceeds to step S29. If the crank angle signal pattern abnormality determination unit 34 determines that the engine speed is less than the engine speed determination threshold value, the process proceeds to step S22.

  In step S <b> 29, the crank angle signal pattern abnormality determination unit 34 has the current missing tooth crank angle signal number CRICNT <b> 0 stored in the storage unit 39 as 22 and the previous missing tooth stored in the storage unit 39. It is determined whether the intermediate crank angle signal number CRICNT1 is 10. If the crank angle signal pattern abnormality determination unit 34 determines that the current missing tooth crank angle signal number CRICNT0 is 22, and the previous missing tooth crank angle signal number CRICNT1 is 10, the process proceeds to step S22. If not, the crank angle signal pattern abnormality determination unit 34 proceeds to step S30.

  In step S <b> 30, the crank angle signal pattern abnormality determination unit 34 has the current missing tooth crank angle signal number CRICNT <b> 0 stored in the storage unit 39 and the previous missing tooth stored in the storage unit 39. It is determined whether the intermediate crank angle signal number CRICNT1 is 22. If the crank angle signal pattern abnormality determination unit 34 determines that the current missing tooth crank angle signal number CRICNT0 is 10 and the previous missing tooth angle crank angle signal number CRICNT1 is 22, the process proceeds to step S22. If not, the crank angle signal pattern abnormality determination unit 34 proceeds to step S31.

In step S31, the crank angle signal pattern abnormality determining unit 34 determines that the crank angle signal pattern is abnormal. Then, the crank angle signal pattern abnormality determination unit 34 ends the process shown in FIG.
The processing shown in FIG. 4 is as described above.

Next, cam angle signal pattern abnormality determination processing performed by the cam angle signal pattern abnormality determination unit 35 will be described.
FIG. 5 is a flowchart illustrating an example of cam angle signal pattern abnormality determination processing. For example, the cam angle signal pattern abnormality determination unit 35 performs the process shown in FIG. 5 for each crank signal input.

  As shown in FIG. 5, first, in step S51, the cam angle signal pattern abnormality determining unit 35 determines whether or not the idling stop determination is being established. If the cam angle signal pattern abnormality determining unit 35 determines that the idling stop determination is being established, the process proceeds to step S52. If the cam angle signal pattern abnormality determining unit 35 determines that the idling stop determination is not established, the process proceeds to step S53.

  In step S52, the cam angle signal pattern abnormality determination unit 35 clears the determination that the cam signal pattern made in step S61, which will be described later, is abnormal during the process shown in FIG. 5 before the previous time. Then, the cam angle signal pattern abnormality determination unit 35 ends the process shown in FIG.

  In step S53, the cam angle signal pattern abnormality determination unit 35 determines whether or not a missing tooth is detected based on the crank angle signal. If the cam angle signal pattern abnormality determination unit 35 determines that a missing tooth has been detected, the process proceeds to step S54. If the cam angle signal pattern abnormality determining unit 35 determines that no missing tooth is detected, the process shown in FIG. 5 ends.

In step S54, the cam angle signal pattern abnormality determination unit 35 adds 1 to the missing tooth detection number CRLCNT (CRLCNT = CRLCNT + 1). Here, the missing tooth detection number CRLCNT is a value initialized to 0 when the starter signal is turned on.
Next, in step S55, the cam angle signal pattern abnormality determination unit 35 is obtained between the missing tooth detection in step S53 during the current process and the missing tooth detection in step S53 during the previous process. The count value of the number of pulse waves of the cam angle signal (hereinafter referred to as the missing tooth cam angle signal) is stored in the storage unit 39. Here, the count value of the number of pulse waves of the missing tooth cam angle signal is stored in the missing tooth cam angle signal number CMCNT.

Next, in step S56, the cam angle signal pattern abnormality determination unit 35 determines whether or not the missing tooth detection number CRLCNT is 5 or more.
Here, in the process shown in FIG. 5, the cam angle signal pattern abnormality determination unit 35 needs to obtain at least four missing tooth cam angle signals continuously in time for the determination process in step S60 described later. There is. For this reason, missing tooth detection needs to be performed five times (that is, detection between missing teeth is performed at least four times). For this reason, the cam angle signal pattern abnormality determination unit 35 determines whether or not the missing tooth detection number CRLCNT is 5 or more.

If the cam angle signal pattern abnormality determination unit 35 determines that the missing tooth detection number CRLCNT is 5 or more, the process proceeds to step S57. If the cam angle signal pattern abnormality determination unit 35 determines that the missing tooth detection number CRLCNT is less than 5, the process shown in FIG. 5 ends.
In step S57, the cam angle signal pattern abnormality determination unit 35 determines whether or not the crank angle signal pattern is normal. For example, if the cam angle signal pattern abnormality determination unit 35 has not determined that the crank angle signal pattern is abnormal in the crank angle signal pattern abnormality determination unit 34 shown in FIG. It is determined that the crank angle signal pattern is normal. When the cam angle signal pattern abnormality determining unit 35 determines that the crank angle signal pattern is normal, the process proceeds to step S58. When the cam angle signal pattern abnormality determination unit 35 determines that the crank angle signal pattern is abnormal, for example, the crank angle signal pattern abnormality determination unit 34 performs the crank angle signal in the crank angle signal pattern abnormality determination process shown in FIG. If it is determined that the pattern is abnormal, the process proceeds to step S52.

  In step S58, the cam angle signal pattern abnormality determination unit 35 determines whether or not the engine is incomplete explosion (that is, the cranking state by the starter motor). If the cam angle signal pattern abnormality determination unit 35 determines that the engine has not yet completed explosion, the process proceeds to step S60. If the cam angle signal pattern abnormality determination unit 35 determines that the engine has completely exploded, the process proceeds to step S59.

  In step S59, the cam angle signal pattern abnormality determination unit 35 determines whether or not the engine speed is equal to or greater than an engine speed determination threshold value. Here, the engine speed determination threshold value corresponds to, for example, the engine speed at which the engine speed is stable. For example, the engine speed determination threshold value is a preset value experimentally, empirically, or theoretically. If the cam angle signal pattern abnormality determination unit 35 determines that the engine speed is equal to or greater than the engine speed determination threshold value, the process proceeds to step S60. If the cam angle signal pattern abnormality determination unit 35 determines that the engine speed is less than the engine speed determination threshold value, the process proceeds to step S52.

  In step S60, the cam angle signal pattern abnormality determination unit 35 determines whether or not the cam angle signal pattern is normal. Here, the cam angle signal pattern is a sequence of the number of cam angle signals between missing teeth obtained in the process of step S55 by repeating the process shown in FIG. Then, the cam angle signal pattern abnormality determination unit 35 determines that the cam angle signal pattern matches the cam angle signal pattern during normal operation (1 → 2 → 0 → 1 →...). Is determined to be normal. When the cam angle signal pattern abnormality determining unit 35 determines that the cam angle signal pattern is normal, the process proceeds to step S52. If the cam angle signal pattern abnormality determining unit 35 determines that the cam angle signal pattern is abnormal, the process proceeds to step S61.

In step S61, the cam angle signal pattern abnormality determination unit 35 determines that the cam angle signal pattern is abnormal. Then, the cam angle signal pattern abnormality determination unit 35 ends the process shown in FIG.
The processing shown in FIG. 5 is as described above.

Next, the cylinder discrimination review process performed by the cylinder discrimination review processing unit 36 will be described.
FIG. 6 is a flowchart illustrating an example of the cylinder discrimination review process. The cylinder discrimination review processing unit 36 performs, for example, the process shown in FIG. 6 for each crank signal input.
As shown in FIG. 6, first, in step S81, the cylinder discrimination review processing unit 36 determines whether or not an idling stop determination is being established. If the cylinder discrimination review processing unit 36 determines that the idling stop determination is being established, the process proceeds to step S82. If the cylinder discrimination review processing unit 36 determines that the idling stop determination is not established, the process proceeds to step S83.

In step S82, the cylinder discrimination review processing unit 36 clears the reset determination count value CYLNGCNT counted in step S99 described later. Then, the cylinder discrimination review processing unit 36 ends the process shown in FIG.
In step S83, the cylinder discrimination review processing unit 36 determines whether or not missing teeth are detected based on the crank angle signal. If the cylinder discrimination review processing unit 36 determines that missing teeth are detected, the process proceeds to step S84. If the cylinder discrimination review processing unit 36 determines that no missing teeth are detected, the process shown in FIG. 6 ends.

In step S84, the cylinder discrimination review processing unit 36 adds 1 to the missing tooth detection number CRLCNT (CRLCNT = CRLCNT + 1). Here, the missing tooth detection number CRLCNT is a value initialized to 0 when the starter signal is turned on.
Next, in step S85, the cylinder discrimination review processing unit 36 obtains the crank angle obtained between the missing tooth detection in step S83 during the current process and the missing tooth detection in step S83 during the previous process. The count value of the number of pulse waves of the signal is stored in the storage unit 39. Here, the count value at the time of the current process is stored in the current missing tooth crank angle signal number CRICNT0. Further, the count value at the previous processing is stored in the previous missing tooth crank angle signal number CRICNT1.

  Next, in step S86, the cylinder discrimination review processing unit 36 obtains the cam angle obtained between the missing tooth detection in step S83 during the current process and the missing tooth detection in step S83 during the previous process. The count value of the number of pulse waves of the signal is stored in the storage unit 39. Here, the count value of the number of pulse waves of the cam angle signal is stored in the missing tooth cam angle signal number CMCNT.

  Next, in step S87, the cylinder discrimination review processing unit 36 determines whether the missing tooth detection number CRLCNT is 3 or more. If the cylinder discrimination review processing unit 36 determines that the missing tooth detection number CRLCNT is 3 or more, the process proceeds to step S88. If the crank angle signal pattern abnormality determination unit 34 determines that the missing tooth detection number CRLCNT is less than 3, the process proceeds to step S82.

  In step S88, the cylinder discrimination review processing unit 36 uses the missing tooth crank angle signal numbers CRICNT0 and CRICNT1 acquired in step S85 and the missing tooth cam angle signal number CMCNT acquired in step S86 for cylinder discrimination. It is determined whether the first requirement is satisfied.

  FIG. 7 shows an example of a cylinder discrimination table for cylinder discrimination. As shown in FIG. 7, the first requirement is to satisfy 10−cL ≦ CRICNT1 ≦ 10 + cH, 22−dL ≦ CRICNT1 ≦ 22 + dH, and CMCNT = 2. Here, cL, cH, dL, and dH are error values that are set in advance so as to be able to be determined in consideration of noise mixed in the signal.

If the cylinder discrimination review processing unit 36 determines that the first requirement is satisfied, the process proceeds to step S89. If the cylinder discrimination review processing unit 36 determines that the first requirement is not satisfied, the process proceeds to step S90.
In step S89, the cylinder discrimination review processing unit 36 sets the cylinder discrimination position to # 1 BTDC 75 ° CA (that is, the first cylinder is at a 75 ° crank angle before compression top dead center). Then, the cylinder discrimination review processing unit 36 proceeds to step S96.

  In step S90, the cylinder discrimination review processing unit 36 uses the missing tooth crank angle signal numbers CRICNT0 and CRICNT1 obtained in step S85 and the missing tooth cam angle signal number CMCNT obtained in step S86 for cylinder discrimination. It is determined whether the second requirement is satisfied. Here, as shown in FIG. 7, the second requirement is that 22−dL ≦ CRICNT1 ≦ 22 + dH, 10−cL ≦ CRICNT0 ≦ 10 + cH, and CMCNT = 0.

If the cylinder discrimination review processing unit 36 determines that the second requirement is satisfied, the process proceeds to step S91. If the cylinder discrimination review processing unit 36 determines that the second requirement is not satisfied, the process proceeds to step S92.
In step S91, the cylinder discrimination review processor 36 sets the cylinder discrimination position to # 3BTDC195 ° CA (that is, the position of the third cylinder before the compression top dead center is 195 ° crank angle). Then, the cylinder discrimination review processing unit 36 proceeds to step S96.

  In step S92, the cylinder discrimination review processing unit 36 uses the missing tooth crank angle signal numbers CRICNT0 and CRICNT1 obtained in step S85 and the missing tooth cam angle signal number CMCNT obtained in step S86 for cylinder discrimination. It is determined whether the third requirement is satisfied. Here, as shown in FIG. 7, the third requirement is that 10−cL ≦ CRICNT1 ≦ 10 + cH, 22−dL ≦ CRICNT0 ≦ 22 + dH, and CMCNT = 1.

If the cylinder discrimination review processing unit 36 determines that the third requirement is satisfied, the process proceeds to step S93. If the cylinder discrimination review processing unit 36 determines that the third requirement is not satisfied, the process proceeds to step S94.
In step S93, the cylinder discrimination review processing unit 36 sets the cylinder discrimination position to # 2BTDC195 ° CA (that is, the position of the second cylinder before the compression top dead center is 195 ° crank angle). Then, the cylinder discrimination review processing unit 36 proceeds to step S96.

  In step S94, the cylinder discrimination review processing unit 36 uses the missing tooth crank angle signal numbers CRICNT0 and CRICNT1 obtained in step S85 and the missing tooth cam angle signal number CMCNT obtained in step S86 for cylinder discrimination. It is determined whether or not the fourth requirement is satisfied. Here, as shown in FIG. 7, the fourth requirement is that 22−dL ≦ CRICNT1 ≦ 22 + dH, 10−cL ≦ CRICNT0 ≦ 10 + cH, and CMCNT = 1.

If the cylinder discrimination review processing unit 36 determines that the fourth requirement is satisfied, the process proceeds to step S95. If the cylinder discrimination review processing unit 36 determines that the fourth requirement is not satisfied, the process proceeds to step S99.
In step S95, the cylinder discrimination review processing unit 36 sets the cylinder discrimination position to # 2BTDC 75 ° CA (that is, the second cylinder is at a 75 ° crank angle before compression top dead center). Then, the cylinder discrimination review processing unit 36 proceeds to step S96.
In step S96, the cylinder discrimination review processing unit 36 determines whether or not the difference value between the crank angle position and the cylinder discrimination position is greater than or equal to a difference value discrimination threshold.

  Here, the crank angle position is a value detected by the crank angle detection processing unit 33. Further, the cylinder discrimination position is a cylinder discrimination position obtained by any one of the processes of Step S89, Step S91, Step S93, and Step S94 immediately before proceeding to the process of Step S96. That is, the cylinder discrimination position is any one of # 1 BTDC 75 ° CA, # 3 BTDC 195 ° CA, # 2 BTDC 195 ° CA, and # 2 BTDC 75 ° CA. Further, the difference value determination threshold value is a value set in advance experimentally, empirically, or theoretically.

  The crank angle position is the rotational angle position of the crankshaft 101 itself, and the cylinder discrimination position is the crank angle viewed from a specific cylinder. Therefore, for example, when comparing the crank angle position and the cylinder discrimination position, the cylinder discrimination review processing unit 36 sets in advance so that at least one of the crank angle position and the cylinder discrimination position can be compared. It is converted by the conversion formula etc. Alternatively, the cylinder discrimination review processing unit 36 converts the difference value between the crank angle position and the cylinder discrimination position using a preset conversion equation or the like.

  If the cylinder discrimination review processing unit 36 determines that the difference value between the crank angle position and the cylinder discrimination position is equal to or greater than the difference value discrimination threshold, the process proceeds to step S98. If the cylinder discrimination review processing unit 36 determines that the difference between the crank angle position and the cylinder discrimination position is less than the difference value discrimination threshold, the process proceeds to step S97.

  In step S97, the cylinder discrimination review processing unit 36 determines the current crank angle position based on the cylinder discrimination position obtained in any of the steps S89, S91, S93, and S94 in the current process. Is updated (that is, the crank angle position is reviewed) and stored in the storage unit 39. Then, the cylinder discrimination review processing unit 36 proceeds to step S82.

In step S98, the cylinder discrimination review processing unit 36 adds 1 to the reset determination count value CYLNGNG (CYLNGCNT = CYLNGCNT + 1).
Next, in step S99, the cylinder discrimination review processing unit 36 determines whether or not the reset determination count value CYLNGNG is greater than or equal to the reset determination threshold value CYLNG. If the cylinder discrimination review processing unit 36 determines that the reset determination count value CYLNGNG is equal to or greater than the reset determination threshold value CYLNG, the process proceeds to step S100. Further, when the cylinder discrimination review processing unit 36 determines that the reset determination count value CYLNGNG is less than the reset determination threshold value CYLNG, the processing shown in FIG. 6 ends.

In step S100, the cylinder discrimination review processing unit 36 resets the cylinder discrimination. Then, the cylinder discrimination review processing unit 36 ends the process shown in FIG.
The processing shown in FIG. 6 is as described above.

(Operation, action, etc.)
Next, operation | movement of the engine control apparatus 1 which concerns on 1st Embodiment, its effect | action, etc. are demonstrated.
(Operation based on the idle stop state determination process shown in FIG. 3)
The engine control device 1 establishes an idle stop mode when an idle stop is possible, and starts control to stop the engine by idle stop control (for example, outputs a command to stop the engine). Further, the engine control device 1 establishes the idling stop determination when the idling stop mode is established (step S1 → step S2).

  Then, the engine control device 1 updates the crank angle position while the idling stop determination is established (step S3 → step S4). Specifically, the engine control device 1 updates the crank angle position until the engine is stopped, that is, until the rotation of the crankshaft 101 is stopped while the idling stop determination is being established. To do.

  Thereafter, when the starter signal is turned on or the idle stop mode is not established, the engine control device 1 makes the idling stop determination not established (steps S5 to S7). Here, there is a case where the engine is started by the self-recovery return from the idle stop without driving the starter motor. Therefore, the engine control device 1 is idle when the idle stop mode is not established even if the starter signal is not turned on. The judgment during stop is not established. That is, the engine control device 1 does not hold the idling stop determination when the condition for starting the engine is satisfied (that is, when the engine start is detected).

  As described above, the engine control device 1 starts the control for stopping the engine by the idle stop control, and then turns on the crankshaft 101 by turning on the starter signal for restarting the engine or by the self-recovery. The determination during idling stop is established or not established within the range until forward rotation.

(Operation based on the crank angle signal pattern abnormality determination process shown in FIG. 4)
The engine control device 1 continues the crank angle signal pattern abnormality determination process when the determination during idling stop is not established (step S21 → step S23 to step S31).

  Here, when the condition for starting the engine from the idle stop state is satisfied, the engine control device 1 does not establish the idling stop determination. The prohibition state is canceled, and the crank angle signal pattern abnormality determination process is performed.

  By executing the crank angle signal pattern abnormality determination process, the engine control device 1 detects the missing tooth three times and when the engine is incomplete explosion (that is, the cranking state by the starter motor), If the inter-tooth crank angle signal number CRICNT0 and the previous missing tooth angle crank signal number CRICNT1 do not satisfy the predetermined requirements, it is determined that the crank angle signal pattern is abnormal (steps S23 to S27 → step S29). -Said step S31). Alternatively, when the missing tooth detection is performed three times and the engine speed of the complete explosion is high, the engine control device 1 determines the current missing tooth crank angle signal number CRICNT0 and the previous missing tooth crank angle. If the number of signals CRICNT1 does not satisfy the predetermined requirement, it is determined that the crank angle signal pattern is abnormal (steps S23 to S31).

  On the other hand, when the missing tooth detection is performed three times and the engine is incomplete explosion, the engine control apparatus 1 determines that the current missing tooth crank angle signal number CRICNT0 and the previous missing tooth crank angle signal number CRICNT1 are predetermined. If the above requirement is satisfied, the determination of the crank angle signal pattern abnormality is cleared (step S23 to step S27 → step S29, step S30 → step S22). Alternatively, when the missing tooth detection is performed three times and the engine speed of the complete explosion is high, the engine control device 1 determines the current missing tooth crank angle signal number CRICNT0 and the previous missing tooth crank angle. If the number of signals CRICNT1 satisfies a predetermined requirement, the determination of the crank angle signal pattern abnormality is cleared (from step S23 to step S30 to step S22).

As described above, in the crank angle signal pattern abnormality determination process, the engine control device 1 detects the crank angle signal pattern abnormality based on the current missing tooth angle crank angle signal number CRICNT0 and the previous missing tooth angle crank angle signal number CRICNT1. judge.
Here, FIG. 8 shows an example of the number of crank angle signals between missing teeth when the reverse rotation detection crank angle sensor 2 is operating normally (for example, when the reverse rotation detection crank angle sensor 2 is rotating forward). . As shown in FIG. 8, when the reverse rotation detection crank angle sensor 2 is operating normally, the number of crank angle signals between missing teeth is 10 and 22 as 10 → 22 → 10 → 22 → 10 →. And alternately change.

On the other hand, the engine control device 1 clears the determination of the crank angle signal pattern abnormality without performing the crank angle signal pattern abnormality determination process as described above when the idling stop determination is being established (step S21 → the above step S21). Step S22).
Here, when the crankshaft 101 swings back when the engine is stopped by the idle stop control, the engine control device 1 may erroneously determine the missing tooth detection based on the crank angle signal. If the determination of missing tooth detection is erroneous, the engine control device 1 may erroneously determine that the crank angle signal pattern is abnormal before the engine is completely stopped.

  For this reason, the engine control apparatus 1 according to the present embodiment performs the crank angle signal pattern abnormality determination process (specifically, when the idle stop determination indicating that the engine is stopped by the idle stop control is being established) The processing after step S23 is not performed. Thereby, the engine control apparatus 1 according to the present embodiment prevents erroneous determination that the crank angle signal pattern is abnormal due to erroneous determination of missing tooth detection during idle stop control.

  In addition, when the engine speed is low even after a complete explosion, the engine control device 1 may erroneously determine missing tooth detection due to engine rotation fluctuations. Clears the determination of the crank angle signal pattern abnormality without performing the processing from step S23 onward (step S28 → step S22).

  On the other hand, when the engine control device 1 is in the cranking state by the starter motor and the engine has not yet completed the explosion, the crankshaft is rotated by the starter motor. Is not immediately determined to clear the determination of the crank angle signal pattern abnormality (from step S27 to step S29).

(Operation based on cam angle signal pattern abnormality determination processing shown in FIG. 5)
The engine control device 1 continues the cam angle signal pattern abnormality determination process when the determination during idling stop is not established (step S51 → step S53 to step S61).

  Here, the engine control device 1 determines that the idling stop determination is not established when the conditions for starting the engine from the idling stop state are satisfied. The prohibition state is released, and the cam angle signal pattern abnormality determination process is performed.

  By performing the cam angle signal pattern abnormality determination process, the engine control device 1 detects the cam that has been detected when five missing teeth are detected, the crank angle signal pattern is normal, and the engine is incomplete explosion. If the angle signal pattern (that is, the cam angle signal pattern obtained from the most recent four missing tooth cam angle signals) does not match the cam angle signal pattern during normal operation, the cam angle signal pattern is determined to be abnormal. (Step S53 to Step S58 → Step S60 → Step S61). Alternatively, the engine control device 1 detects the missing tooth angle five times, the crank angle signal pattern is normal, and the detected cam angle signal pattern is normal when the engine speed of the complete explosion is high. If it does not match the current cam angle signal pattern, it is determined that the cam angle signal pattern is abnormal (steps S53 to S61).

On the other hand, the engine control device 1 detects a missing tooth five times, and when the crank angle signal pattern is normal and the engine is incomplete explosion, the detected cam angle signal pattern is the cam angle at normal operation. If it matches the signal pattern, the cam angle signal pattern abnormality determination is cleared (step S53 to step S58 → step S60 → step S52). Alternatively, the engine control device 1 detects the missing tooth angle five times, the crank angle signal pattern is normal, and the detected cam angle signal pattern is normal when the engine speed of the complete explosion is high. If it matches the cam angle signal pattern during operation, the determination of cam angle signal pattern abnormality is cleared (step S53 to step S60 → step S52).
As described above, in the cam angle signal pattern abnormality determination process, the engine control apparatus 1 determines the abnormality of the cam angle signal pattern based on the pattern of the missing tooth cam angle signal.

  Here, FIG. 9 shows an example of the pattern of the cam angle signal number between missing teeth when the reverse rotation detection crank angle sensor 2 is operating normally (for example, when the reverse rotation detection crank angle sensor 2 is rotating forward). Indicates. As shown in FIG. 9, when the reverse rotation detection crank angle sensor 2 is operating normally, the pattern of the number of inter-missing cam angle signals is a sequence such as 1 → 2 → 0 → 1 →.

On the other hand, the engine control device 1 clears the determination of the cam angle signal pattern abnormality without performing the cam angle signal pattern abnormality determination process as described above when the idling stop determination is being established (step S51 → the above step S51). Step S52).
Here, when the crankshaft 101 swings back when the engine is stopped by the idle stop control, the engine control device 1 may erroneously determine the missing tooth detection based on the crank angle signal. If the determination of missing tooth detection is erroneous, the engine control apparatus 1 may erroneously determine that the cam angle signal pattern is abnormal before the engine is completely stopped.

  For this reason, the engine control apparatus 1 according to the present embodiment performs the cam angle signal pattern abnormality determination process (specifically, when the idle stop determination indicating that the engine is stopped by the idle stop control is being established). The processing after step S53) is not performed. Thereby, the engine control apparatus 1 according to the present embodiment prevents erroneous determination that the cam angle signal pattern is abnormal due to erroneous determination of missing tooth detection during idle stop control.

  In addition, when the engine speed is low even after a complete explosion, the engine control device 1 may erroneously determine missing tooth detection due to engine rotation fluctuations. Therefore, cam angle signal pattern abnormality determination processing (specifically, Clears the determination of cam angle signal pattern abnormality without performing the processing from step S53 onward (step S59 → step S52).

  On the other hand, when the engine control device 1 is in the cranking state by the starter motor and the engine has not yet completed the explosion, the crankshaft is rotated by the starter motor. Therefore, the determination of cam angle signal pattern abnormality is not immediately cleared (step S58 → step S60˜).

(Operation based on the cylinder discrimination review process shown in FIG. 6)
When the idling stop determination is not established, the engine control device 1 continues the cylinder discrimination review process (step S81, step S83 to step S100).

  Here, when the condition for starting the engine from the idle stop state is satisfied, the engine control device 1 determines that the idling stop determination is not established. The cylinder discrimination review process is performed after the release.

  By performing this cylinder discrimination review process, the engine control device 1 detects the current missing tooth crank angle signal number CRICNT0, the previous missing tooth crank angle signal number CRICNT1, and when the missing tooth detection is performed three times. The cylinder discrimination position is set by comparing the missing tooth cam angle signal number CMCNT with the first to fourth requirements (steps S83 to S95).

  If the difference value between the current crank angle position and the set cylinder discrimination position is less than the difference value determination threshold, the engine control device 1 updates and stores the crank angle position with the set cylinder discrimination position. The reset determination count value CYLNGCNT is cleared (step S96 → step S97 → step S82).

  On the other hand, the engine control device 1 does not update the crank angle position with the set cylinder discrimination position when the difference value between the current crank angle position and the set cylinder discrimination position is greater than or equal to the difference value determination threshold. (Step S96 → Step S98). In order to perform such processing, the crank angle position is not updated because there is a possibility that the number of crank angle signals CRICNT0, CRICNT0 and the number of cam angle signals CMCNT between teeth are increased or decreased due to noise or the like. It is to make it.

  When the number of times that the difference value between the crank angle position and the set cylinder discrimination position is equal to or greater than the difference value determination threshold is continuously equal to or greater than the reset determination threshold CYLNG, the engine control device 1 performs cylinder discrimination. To reset. Thereafter, the engine control device 1 clears the reset determination count value CYLNGCNT (from step S96 to step S98 to step S100 to step S82). Here, in the cylinder discrimination reset, the engine control device 1 erases the processing result such as the cylinder discrimination position obtained in the current cylinder discrimination review process. Further, in the cylinder discrimination reset, the engine control device 1 also erases the result of the previous cylinder discrimination review process. As a result, the crank angle position updated in the previous cylinder discrimination review process is also deleted. For this reason, in the cylinder discrimination review process after resetting the cylinder discrimination, the engine control device 1 erases the crank angle position, the number of crank angle signals CRICNT0, CRICNT1, and the cam angle signal number CMCNT between missing teeth. For this reason, it is necessary to redo the state from which the crank angle position is unknown. The cylinder discrimination is reset in such a manner that the number of times that the difference value between the crank angle position and the cylinder discrimination position is equal to or greater than the difference value determination threshold is continuously equal to or greater than the reset determination threshold CYLNG. This is because there is a high possibility that the cylinder discrimination position cannot be correctly discriminated.

On the other hand, when the idling stop determination is being established, the engine control device 1 does not perform the cylinder discrimination review process as described above, but only clears the reset determination count value CYLNGCNT (step S81 → step S81). S82).
The engine control device 1 performs the cylinder discrimination review processing as described above, based on the current missing tooth crank angle signal number CRICNT0, the previous missing tooth crank angle signal number CRICNT1, and the missing tooth cam angle signal number CMCNT. The discrimination is constantly reviewed (ie, the crank angle position is reviewed).

  Further, when the crankshaft 101 swings back when the engine is stopped by the idle stop control, the engine control device 1 may erroneously determine the missing tooth detection based on the crank angle signal. If the determination of missing tooth detection is erroneous, the engine control device 1 may erroneously review the cylinder determination by erroneously determining the crank angle position when the engine is restarted from the idle stop.

  For this reason, the engine control apparatus 1 according to the present embodiment performs the cylinder discrimination review process (specifically, the step described above) when the idling stop determination indicating that the engine is stopped by the idling stop control is being established. The processing after S83 is not performed. As a result, the engine control device 1 according to the present embodiment prevents an erroneous review of cylinder discrimination when the engine is restarted from the idle stop.

Next, the operation of the engine control device 1 according to the first embodiment will be described with reference to FIG.
The engine control device 1 establishes the idle stop mode when the idle stop is possible (time t1). Then, when the idling stop mode is established, the engine control device 1 is in the idling stop determination until the engine is restarted by turning on the starter signal (time t1 to t5), and crank angle signal pattern abnormality determination processing The cam angle signal pattern abnormality determination process and the cylinder discrimination review process are prohibited. Specifically, in the crank angle signal pattern abnormality determination process shown in FIG. 4, the processes after step S23 are prohibited. Further, in the cam angle signal pattern abnormality determination process shown in FIG. 5, the processes after step S53 are prohibited. In the cylinder discrimination review process shown in FIG. 6, the processes after step S83 are prohibited.

  As a result, the engine control device 1 performs the crank angle signal pattern abnormality determination process, the cam angle signal pattern abnormality during the period when the missing tooth detection may be erroneously determined due to the swinging back of the crankshaft 101 during the idle stop. The determination process and the cylinder discrimination review process are prohibited (time t2 to t3). As a result, the engine control device 1 can prevent erroneous determination that the crank angle signal pattern or the cam angle signal pattern is abnormal. Further, the engine control device 1 can prevent an erroneous cylinder discrimination position review.

  Further, the engine control device 1 updates and stores the crank angle position during a period (time to t4) until the rotation of the crankshaft 101 is completely stopped even when the idling stop determination is being established. Then, the engine control device 1 performs cylinder discrimination using the crank angle position (last updated crank angle position) stored when the rotation of the crankshaft 101 is completely stopped, and the starter signal is turned on and off. The engine is started (time t5).

  Here, the case where the missing tooth detection is erroneously determined will be described with reference to FIGS. 11 and 12. Here, FIG. 11 is a diagram illustrating an example in which an erroneous determination that the crank angle signal pattern or the cam angle signal pattern is abnormal due to an erroneous determination of missing tooth detection is performed. FIG. 12 is a diagram for explaining an example in which an erroneous cylinder discrimination position review is performed due to erroneous determination of missing tooth detection.

  First, as shown in FIG. 11, when the crankshaft 101 swings back due to idle stop, the engine control device 1 erroneously determines missing tooth detection due to the existence of a non-occurrence period of the crank angle signal. As a result, the engine control device 1 erroneously determines that the crank angle signal pattern or the cam angle signal pattern is abnormal.

  Similarly, as shown in FIG. 12, when the crankshaft 101 is retreated due to idle stop, the engine control device 1 erroneously determines missing tooth detection due to the absence of the crank angle signal occurrence section. End up. As a result, the engine control device 1 erroneously determines the number of crank angle signals between the missing teeth between the missing teeth as erroneously determined as the number of crank angle signals between the missing teeth at normal time (= 10). As a result, the engine control device 1 performs an erroneous cylinder discrimination position review.

  In the above description of the first embodiment, the reverse rotation detection crank angle sensor 2 constitutes, for example, a crank angle detection unit. In addition, the crank angle signal pattern abnormality determination unit 34 constitutes, for example, a first processing execution unit. The crank angle signal pattern abnormality determination process constitutes, for example, a crank angle signal abnormality determination process. Further, the cylinder discrimination review processing unit 36 constitutes, for example, a second processing execution unit. The cylinder discrimination review process constitutes a cylinder position determination process, for example. Further, the cam angle signal pattern abnormality determination unit 35 constitutes, for example, a third processing execution unit. The cam angle signal pattern abnormality determination process constitutes a cam angle signal abnormality determination process, for example. The idle stop state determination unit 32 includes, for example, a reverse prediction unit, an implementation prohibition unit, a first prohibition release unit, a second prohibition release unit, a third prohibition release unit, and an engine start detection unit. Moreover, the processing function of step S4 of the idle stop state determination part 32 comprises a crank angle position process part, for example. Moreover, the cam angle sensor 3 comprises a cam angle detection part, for example.

(Modification of the first embodiment)
In the first embodiment, the idle stop state determination process is not limited to the example shown in FIG. FIG. 13 shows a flowchart of another example of the idle stop state determination process.
As shown in FIG. 13, in the idle stop state determination process, the process of step S121 is added after step S2. Further, in the idle stop state determination process, the process of step S122 is added after step S6.

  Here, in step S121, the idle stop state determination unit 32 prohibits signal pattern abnormality determination processing (crank angle signal pattern abnormality determination processing and cam angle signal pattern abnormality determination processing) and cylinder discrimination review processing. In step S122, the idle stop state determination unit 32 cancels the prohibition of the signal pattern abnormality determination processing (crank angle signal pattern abnormality determination processing and cam angle signal pattern abnormality determination processing) and cylinder discrimination review processing. As a result, the prohibition of the processing based on the determination processing (the step S21, the step S51, the step S81) of the determination during the idling stop performed within the processing shown in FIG. 4, FIG. 5, and FIG. Implemented within the process shown. Here, the crank angle signal pattern abnormality determination process in the process shown in FIG. 13 corresponds to the process after step S21 shown in FIG. Further, the cam angle signal pattern abnormality determination process in the process shown in FIG. 13 corresponds to a process after step S51 shown in FIG. Further, the cylinder discrimination review process in the process shown in FIG. 13 corresponds to a process after step S81 shown in FIG.

In the first embodiment, the number of cylinders of the engine is not limited to three.
In the first embodiment, the crank angle signal pattern abnormality determination process, the cam angle signal pattern abnormality determination process, and the cylinder discrimination review process are not limited to the specific contents as described above. That is, the crank angle signal pattern abnormality determination process may be any process that can determine the abnormality of the signal pattern output from the reverse rotation detection crank angle sensor 2. The cam angle signal pattern abnormality determination process may be any process that can determine the abnormality of the pattern of the signal output from the cam angle sensor 3. The cylinder discrimination review process may be any process that determines the cylinder position of the engine based on a signal output from the reverse rotation detection crank angle sensor 2.

  Further, the first embodiment is not limited to the processing performed with the specific numerical values as described above.

(Second Embodiment)
Next, a second embodiment will be described. In addition, the same code | symbol is attached | subjected and demonstrated about the structure similar to the above-mentioned 1st Embodiment.
(Constitution)
In the second embodiment, the engine control device 1 prohibits the crank angle signal pattern abnormality determination process, the cam angle signal pattern abnormality determination process, and the cylinder determination review process when the ignition is turned off.

FIG. 14 shows a configuration example of the ECU 30 according to the second embodiment. As shown in FIG. 14, the ECU 30 has an engine drive state determination unit 40, unlike the ECU 30 (see FIG. 1) according to the first embodiment.
FIG. 15 shows a flowchart of an example of an engine stop determination process performed by the engine drive state determination unit 40. The engine drive state determination unit 40 performs the process shown in FIG. 15 at a time interval of 10 msec, for example.

  As shown in FIG. 15, first, in step S141, the engine drive state determination unit 40 determines whether or not the ignition is turned off from on. If the engine drive state determination unit 40 determines that the ignition is turned off from on, the process proceeds to step S142. Further, if the engine drive state determination unit 40 determines that the ignition is not turned off from on, for example, when the ignition is kept on or off, the process proceeds to step S143.

In step S142, the engine drive state determination unit 40 establishes the determination that the engine is stopped. And the engine drive state determination part 40 complete | finishes the process shown in the said FIG.
In step S143, the engine drive state determination unit 40 determines whether or not the ignition is in an off state (that is, the ignition is off). If the engine drive state determination unit 40 determines that the ignition is off, the process proceeds to step S144. If the engine drive state determination unit 40 determines that the ignition is not off, the process proceeds to step S147.

In step S144, the engine drive state determination unit 40 updates the crank angle position detected by the crank angle detection processing unit 33 and stores the updated crank angle position in the storage unit 39.
Next, in step S145, the engine drive state determination unit 40 determines whether or not the rotation of the crankshaft 101 has completely stopped. If the engine drive state determination unit 40 determines that the rotation of the crankshaft 101 has completely stopped, the process proceeds to step S146. If the engine drive state determination unit 40 determines that the rotation of the crankshaft 101 is not completely stopped, the process shown in FIG. 15 ends.

  In step S146, the engine drive state determination unit 40 stores the crank angle position detected by the crank angle detection processing unit 33 (that is, the crank angle position when the rotation of the crankshaft 101 is completely stopped) in the storage unit 39. . And the engine drive state determination part 40 complete | finishes the process shown in the said FIG.

  In step S147, the engine drive state determination unit 40 determines whether the ignition is turned on from off. If the engine drive state determination unit 40 determines that the ignition is turned on from off, the process proceeds to step S148. If the engine drive state determination unit 40 determines that the ignition is not turned on, the process proceeds to step S149.

  In step S148, the engine drive state determination unit 40 sets the crank angle position stored in the storage unit 39 (that is, the crank angle position when the rotation of the crankshaft 101 is completely stopped). And the engine drive state determination part 40 complete | finishes the process shown in the said FIG. Here, the set crank angle position is a crank angle position used for cylinder discrimination when the engine is restarted.

  In step S149, the engine drive state determination unit 40 determines whether the starter signal of the engine has been turned on from off. If the engine drive state determination unit 40 determines that the starter signal of the engine has been turned on from off, the process proceeds to step S150. Further, if the engine drive state determination unit 40 determines that the starter signal of the engine is not turned on from off, the process shown in FIG. 15 ends.

In step S150, the engine drive state determination unit 40 makes the determination that the engine is stopped not established. And the engine drive state determination part 40 complete | finishes the process shown in the said FIG.
The processing shown in FIG. 15 is as described above.
And in 2nd Embodiment, the crank angle signal pattern abnormality determination part 34 performs a crank angle signal pattern abnormality determination process according to the presence or absence of determination during engine stop in the above-mentioned engine stop determination process (refer FIG. 4). . That is, for example, if the crank angle signal pattern abnormality determination unit 34 determines that the determination that the engine is stopped is being established, the determination that the crank signal pattern is abnormal is cleared and the crank angle signal pattern abnormality determination process is prohibited ( Step S22). On the other hand, if the crank angle signal pattern abnormality determining unit 34 determines that the determination that the engine is not stopped is not established, it performs a crank angle signal pattern abnormality determining process such as determining whether a missing tooth is detected (step S23). ~).

  In the second embodiment, the cam angle signal pattern abnormality determination unit 35 performs cam angle signal pattern abnormality determination processing according to whether or not the engine stoppage determination is established (see FIG. 5). That is, for example, when the cam angle signal pattern abnormality determination unit 35 determines that the determination that the engine is stopped is being established, the determination that the cam signal pattern is abnormal is cleared and the cam angle signal pattern abnormality determination process is prohibited ( Step S52). On the other hand, if the cam angle signal pattern abnormality determination unit 35 determines that the determination that the engine is not stopped is not established, it performs cam angle signal pattern abnormality determination processing such as determining whether or not a missing tooth is detected (step S53). ~).

  In the second embodiment, the cylinder discrimination review processing unit 36 performs the cylinder discrimination review processing according to whether or not the engine stoppage determination is established (see FIG. 6). That is, for example, if the cylinder determination position review processing unit determines that the engine stop determination is being established, the cylinder determination position review process clears the reset determination count value CYLNGCNT and prohibits the cylinder determination review process (step S82). On the other hand, if it is determined that the engine stoppage determination is not established, the cylinder determination position review processing unit performs a cylinder determination review process such as determining whether a missing tooth is detected (step S83).

(Operation, action, etc.)
Next, operation | movement of the engine control apparatus 1 which concerns on 2nd Embodiment, its effect | action, etc. are demonstrated.
The engine control device 1 establishes the determination that the engine is stopped when the ignition is turned off from on (step S141 → step S142). Then, the engine control device 1 updates the crank angle position while the ignition is off (step S143 → step S144). Thereafter, when the rotation of the crankshaft 101 is completely stopped, the engine control device 1 stores the crank angle position at the time of the stop in the storage unit 39 (step S145 → step S146).

  When the ignition is turned on from off, the engine control device 1 sets the crank angle position stored in the storage unit 39, and when the starter signal is turned on from off, the determination that the engine is stopped is not established. (Step S147 to Step S150). At this time, the engine control apparatus 1 performs cylinder discrimination at the time of restart using the set crank angle position.

As described above, the engine control device 1 establishes or does not establish the engine stoppage determination in a range from when the ignition is turned off to when the ignition is turned on and the starter signal is turned on and the crankshaft 101 rotates forward. Or let me.
In the second embodiment, the engine control device 1 performs the crank angle signal pattern abnormality determination process according to whether or not the engine stop determination is satisfied (in the first embodiment, whether or not the idle stop determination is satisfied), Cam angle signal pattern abnormality determination processing and cylinder discrimination review processing are performed.

  Thus, in the second embodiment, when there is a possibility that the determination of missing tooth detection based on the crank angle signal may be erroneous due to the swinging back of the crankshaft 101 when the ignition is turned off and the engine stops. The engine control device 1 prohibits crank angle signal pattern abnormality determination processing, cam angle signal pattern abnormality determination processing, and cylinder discrimination review processing. As a result, the engine control device 1 prevents the wrong determination that the crank angle signal pattern or the cam angle signal pattern is abnormal, and prevents the wrong cylinder discrimination from being reviewed. I do.

Next, the operation and the like of the engine control device 1 according to the second embodiment will be described with reference to FIG.
When the ignition is turned off, the engine control device 1 stops the fuel injection (time t1). Then, the engine control device 1 performs the crank angle signal pattern abnormality determination process, the cam angle signal pattern abnormality determination process, and the cylinder determination review process during the determination that the engine is stopped until the ignition is turned on (time t1 to t5). Ban.

  As a result, the engine control device 1 performs the crank angle signal pattern abnormality determination process, the cam angle signal during a period in which the missing tooth detection may be erroneously determined due to the swing back of the crankshaft 101 when the ignition is turned off. The pattern abnormality determination process and the cylinder discrimination review process are prohibited (time t2 to t3). As a result, the engine control device 1 prevents erroneous determination that the crank angle signal pattern or the cam angle signal pattern is abnormal. Further, the engine control device 1 prevents an erroneous review of the cylinder discrimination position.

  Further, the engine control device 1 updates and stores the crank angle position during a period (time to t4) until the rotation of the crankshaft 101 is completely stopped even when the engine stoppage determination is being established. Thereafter, the engine control device 1 performs cylinder discrimination using the crank angle position (the crank angle position updated last) stored when the rotation of the crankshaft 101 is completely stopped, and turns on the starter signal. The engine is started (time t5).

  In the description of the second embodiment, the engine drive state determination unit 40 includes, for example, a reverse prediction unit, an execution prohibition unit, a first prohibition release unit, a second prohibition release unit, a third prohibition release unit, and An engine start detection unit is configured. Moreover, the processing function of step S144 of the engine drive state determination part 40 comprises a crank angle position process part, for example.

(Modified example of the second embodiment)
In the second embodiment, the engine stop determination process is not limited to the example shown in FIG. FIG. 17 shows a flowchart of another example of the engine stop determination process.
As shown in FIG. 17, in the engine stop determination process, the process of step S161 is added after step S142. Further, in the engine stop determination process, the process of step S162 is added after step S150.

  Here, in step S161, the engine drive state determination unit 40 prohibits signal pattern abnormality determination processing (crank angle signal pattern abnormality determination processing and cam angle signal pattern abnormality determination processing) and cylinder determination review processing. In step S162, the engine drive state determination unit 40 cancels the prohibition of the signal pattern abnormality determination processing (crank angle signal pattern abnormality determination processing and cam angle signal pattern abnormality determination processing) and cylinder discrimination review processing. As a result, the prohibition of the processing based on the determination processing for determining whether the engine is stopped is realized in the processing shown in FIG.

Further, the second embodiment can be applied as a modification as long as the modification of the first embodiment is applicable.
In the first and second embodiments, the crank angle position is updated in the idle stop state determination process (step S5 shown in FIG. 3 and step S144 shown in FIG. 15). However, the first and second embodiments are not limited to updating the crank angle position within the idle stop state determination process.

  FIG. 18 shows a flowchart of another example of the process for updating the crank angle position. As shown in FIG. 18, first, in step S181, the ECU 30 (for example, the crank angle detection processing unit 33) determines whether or not the crankshaft is completely stopped. When the ECU 30 determines that the crankshaft is completely stopped, the ECU 30 ends the processing shown in FIG. If the ECU 30 determines that the crankshaft is not completely stopped, the ECU 30 proceeds to step S182.

In step S182, the ECU 30 updates the crank angle position and stores it in the storage unit 39. Then, the ECU 30 ends the process shown in FIG.
Thereby, the ECU 30 updates and stores the crank angle position until the crankshaft is completely stopped in a process different from the idle stop state determination process. The cylinder discrimination review processing unit 36 performs a cylinder discrimination review process using the crank angle position updated in this way.

  In the first and second embodiments, the rotation of the crankshaft is reversed by stopping the engine by idle stop control (for example, an engine stop command) or by stopping the engine by turning off the ignition (for example, an engine stop command). Predicted to do. However, the first and second embodiments are not limited to this. That is, for example, in the first and second embodiments, the reversal of the rotation of the crankshaft may be predicted based on the value of the in-vehicle sensor.

  Also, although the embodiments of the present invention have been specifically described, the scope of the present invention is not limited to the illustrated and described exemplary embodiments, and effects equivalent to those intended by the present invention. All embodiments that provide are also included. Further, the scope of the present invention is not limited to the combination of features of the invention defined by claim 1 but can be defined by any desired combination of specific features among all the disclosed features. .

DESCRIPTION OF SYMBOLS 1 Engine control apparatus, 2 reverse rotation detection crank angle sensor, 3 cam angle sensor, 30 ECU, 31 idle stop control part, 32 idle stop state determination part, 33 crank angle detection process part, 34 crank angle signal pattern abnormality determination part, 35 Cam angle signal pattern abnormality determination unit, 36 cylinder discrimination review processing unit, 40 engine drive state determination unit

Claims (9)

An engine control device that detects rotation of a crankshaft of an engine and controls the engine based on the detection result,
A crank angle detector that outputs a signal in response to rotation detection of the crankshaft of the engine;
A first processing execution unit for performing crank angle signal abnormality determination processing for determining abnormality of a pattern of a signal output from the crank angle detection unit;
An inversion prediction unit for predicting inversion of the rotation of the engine;
An execution prohibition unit that prohibits the first processing execution unit from executing the crank angle signal abnormality determination process when the inversion prediction unit predicts inversion;
An engine control device comprising:   2. The engine control according to claim 1, wherein the inversion predicting unit predicts that the rotation of the engine is inverted during a period from when there is a request to stop the engine to when the rotation of the engine stops. apparatus. An engine start detection unit for detecting the start of the engine;
A first prohibition release unit that cancels the prohibition of the crank angle signal abnormality determination process and the cylinder position determination process by the execution prohibition unit when the engine start detection unit detects the start of the engine;
The engine control device according to claim 2, further comprising:   The engine control apparatus according to claim 2 or 3, wherein the request for stopping the engine is a request for starting an idle stop or a request due to an ignition being turned off. A second processing execution unit that performs a cylinder position determination process for determining a cylinder position of the engine based on a signal output from the crank angle detection unit;
The said execution prohibition part prohibits that the said 2nd process implementation part will implement the said cylinder position determination process, if the said inversion prediction part estimates inversion. The engine control device described. The reversal prediction unit predicts that the rotation of the engine is reversed during a period from when there is a request to stop the engine until the rotation of the engine stops.
An engine start detection unit for detecting the start of the engine;
A second prohibition canceling unit for canceling prohibition of the cylinder position determination processing by the execution prohibiting unit when the engine start detecting unit detects the start of the engine;
The engine control device according to claim 5, further comprising: The crank angle detector is capable of detecting rotation in the forward direction and the reverse direction of the crankshaft,
A crank angle position processing unit that updates a crank angle position based on a signal output from the crank angle detection unit including a period during which the inversion prediction unit predicts inversion;
The crank angle updated by the crank angle position processing unit when the reversal prediction unit predicts reversal in the cylinder position determination processing performed by releasing the second prohibition release unit. The engine control apparatus according to claim 6, wherein the position of the cylinder is determined based on the position. A cam angle detector that outputs a signal in response to detection of rotation of the camshaft of the engine;
A third processing execution unit for performing cam angle signal abnormality determination processing for determining abnormality of a pattern of a signal output by the cam angle detection unit;
The said execution prohibition part prohibits that the said 3rd process implementation part will implement the said cam angle signal abnormality determination process, if the said inversion prediction part estimates inversion. The engine control device according to item. The reversal prediction unit predicts that the rotation of the engine is reversed during a period from when there is a request to stop the engine until the rotation of the engine stops.
An engine start detection unit for detecting the start of the engine;
A third prohibition canceling unit for canceling prohibition of the cam angle signal abnormality determination processing by the execution prohibiting unit when the engine start detecting unit detects the start of the engine;
The engine control device according to claim 8, further comprising:

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